Continuous flow single point fuel servicing system for aircraft



J1me 1951 D. SAMIRAN 2,556, 21

CONTINUOUS FLOW SINGLE POINT FUEL SERVICING SYSTEM FOR AIRCRAFT FiledvJune 2, 1948 5 Sheets-Sheet 1 IN V EN TOR.

m M E m 7 June 12, 1951 D. SAMIRAN I CONTINUOUS 110w swam: POINT FUEL SERVICING SYSTEM FOR AIRCRAFT 5 Sheets-Sheet 2 Filed June 2, 1948 I II I 7141/ II. 1 N:

June 12, 1951 D. SAMIRAN CONTINUOUS FLOW SINGLE POINT FUEL SERVICING SYSTEM FOR AIRCRAFT Filed June 2, 1948 5 Sheets-$heet 5 DEV/D ayzg Z22 June 12, 1951 D. SAMIRAN 2,556,221

CONTINUOUS FLOW SINGLE POINT FUEL. SERVICING SYSTEM FOR AIRCRAFT Filed June 2, 1948 -5 Sheets-Sheet 4 June 12, 1951 D. SAMIRAN CONTINUOUS FLOW SINGLE POINT FUEL SERVICING SYSTEM FOR AIRCRAFT 5 Sheets-Sheet 5 Filed June 2, 1948 Patented June 12, 1951 UNITED STATES PATENT OFFICE CON TINUOUS'FLOW SINGLE POINT FUEL SERVICING SYSTEM FOR AIRCRAFT David Samiran, Dayton, Ohio Application June .2, 1948, Serial No. 30,713

2 Claims. I l

The invention. described herein maybemanufactured and used by or for the Government for governmental purposes without payment to me of any royalty thereon.

This invention relates to a fuel servicing system whereby all of the tanks ofan aircraft may be refueled coincidentally. and through a single supply nozzle.

An object of vtheinvention is to provide and permanently attach to the aircraft, a single fuel intake fitting through which fuel may pass to a manifold and thence-to all of the tanks of the aircraft, the arrangement being such that a plurality of power-plants'may all take theirfuel from the same manifold.

Another object is to provide'the single fuel intake .fittingwith quick attaching means whereby a-single servicing nozzle, carried on the supply hose of a refueling truck. may be uickly attached to or detached from the fuel intake fitting.

Inasmuch as thetanks. of an aircraft vary considerably in capacity. and level, automatic means are provided in each tank for closing it against further fuel entry when a predetermined fuel level is reached.

Theservicing system herein shown. also includes means whereby, when. all tanks of an aircraft, have been filled .to capacity, the. nozzle itself automatically closes against further fuel flow from the servicing truckinto the tanks of the aircraft.

. Means are also provided whereby, when the nozzle has automatically closed. against further fuel inflow, and is then detached from the fuel intake .fitting on the aircraft, the act of detaching the nozzle willsealthe discharge opening of thenozzle and the intake opening of the fuel intake fitting on the aircraft so that any fuel stillflinthe nozzle will .remainftherein pending subsequent refueling, operations and any fuel still in the fuel intake fitting will be connected to a tank vent and therefore to atmosphere.

0 In a fuel system of the kind to which the servicing equipment herein shown is applicable, it is important that any portion of the system not filled with liquid .fuel be continuously evacuated of dangerous vapors during the entire time that servicing is being effected, and vapor evacuating means are accordingly provided forthis i purposathe arrangement of. the vapor evacuating, means being such that the quick acting means-provided for attachment of the nozzle serves as a quick attaching means for connecting the vents of the aircraft tanks to the vent 2 of the servicing truck tank whereby the vapors may be drawn from the aircraft tanks and returned to thetruck tank.

Other objects and meritorious features will be come evident as the invention is further described and illustrated by "means of the drawings, wherein:

Fig. 1 shows, to an enlarged scale and in axial cross section, the'nozzle which iscarried on the hose of. the refueling truck and is adaptedfor quick connection to the fuel intake fitting.

Fig. 2 is a central cross section through the fuel intake fitting through'which all of the tanks on the aircraft are simultaneously filled.

Fig. 3 is an axial section through the automatic shut-off float valve, one of which is'provided for each tank on the aircraft, means being provided on each float valve to close against further fuel entry when its tank is filled to capacity, means being also provided to keep the float valve locked in the closed position when it it is onceclosed until'subsequent refuelingoperations are initiated.

Fig. 4 shows a cross section through a safety device which is also unlocked, upon initiation of the refueling operation, to pass fuel'from the fuel intake fitting through a float valve to its tank.

Fig. 5. and Fig. 5a are together a diagrammatic representation of fuel servicing equipment embodying my invention.

Like reference. characters refer to like parts throughout the several views.

The pistol-grip nozzle, Fig. 1, employed in the present servicing system is, in appearance, much like the one shown in my copending application Serial No. 546,728; filed July 26, 1944, n0w abandoned, entitled Multiple Fuel Tank Servicing System for Aircraft. The two nozzles, however, differ considerably in structure and function as will hereinafter appear.

In the drawing, the pistol-grip nozzle 8 hasa housing It) with a flange I2.by whichits inflow opening M may be permanently connected to the hose l6 which extends from .a refueling truck. A triple-legged valveguide I8 isconcentrically supported in the opening I4,a valve head 2!! being freely slidable thereover.

A valve l9 com-prises ahead 20-which carries a. resilient disc' 22 of synthetic rubber or. the like held in place bythe retaining nut. 24,..and adapted to rest on: a seat/26in. the hous ng Ill of the nozzle 8. Asmall'er valve 29 h its seat 28 in the valve. head. 20. andis. provid resilient disc 30 held between an uppers, and a lower uide member 32 and 34 respectively, the upper guide member being freely slidable in a tube 36 threadedly attached to the valve guide I8 and the lower guide member being freely slidable in the hub of the valve head 20. A spring 38 reacting against the valve guide I8 urges the valve disc 38 onto its seat 28 which in turn urges the valve disc 22 onto its seat 26, thereby closing both va'lv-es. A push-rod 48 for opening the valves has a shoulder 42 slightly spaced apart from the retaining nut 24 and is guided in a ring 44 supported on arm 45 extending inwardly in the housing E of the nozzle 8. Because of the space under the shoulder 42, the small valve disc 38 will be raised slightly from its seat 28 before the valve disc 22 is raised off its seat 26, thereby decreasing the effort required to raise the larger valve disc 22.

A relatively long valve rod 48 has sliding bearing in a hub 49 in the outer wall of the housing I0, a packing 58 being provided to prevent leakage at this point. A bell crank 52, pivoted in the housing I0 at 54 is operative to transmit endwise movement from the longer rod 48 to the shorter rod 40.

A'handgrip mechanism 56 having a framework 51 integral with or attached to the housing I8 is provided to facilitate attachment of the nozzle. A trigger 58 is hinged on the handgrip 56 at 68 whereby raising of the long arm of the trigger operates the long rod 48, which in turn, by way of the bell crank 52, operates the shorter rod 40. A ratchet-like lever 62 is hinged on the handgrip 53 at 54, this lever having ratchet teeth 66 which a pawl 88, on the end of the trigger 58, may engage. A fiat spring I8 urges the teeth 66 into engagement with the pawl 68 when the long arm of the trigger 58 is drawn outward. An adjusting screw 69 with lock nut II limits movement of the lever 62.

A trigger release mechanism I2 consists of a diaphragm M in a two-part casing IS-18, the diaphragm having an operating rod 88 centrally positioned in, and secured to, the diaphragm. A

spring 82 biases the diaphragm to the unopering bearing at each end in the framework 57 for sliding movement endwise with the bar, with a thumbpiece 88 at the upper end of the bar and a spring 98 at the lower end biasing the bar toward the thumbpiece. A nut 8| limits movement of the bar 83 in the direction of the thumbpiece. A bracket 92 is secured to the bar 85 in such position that it just touches the outer end of the lever 62 when the ratchet notches 66 are in position for engagement with the pawl 58, whereby, if the thumbpiece 88 is depressed when the pawl 68 and ratchet teeth 65 are engaged, the teeth will be withdrawn from the pawl and the valve discs 22 and 30 will seat.

Carried on the forward end of the long valve rod 48 is a valve 93 having a head 94. An enlarged portion 95 of the rod 48 is slidably supported in a bearing 98 held by ribs 98 which extend radially inward from a valve seat collar I08 which is threaded at the upper end as at I82 into the lower end of the nozzle housing I0, and faced 4 with a suitable seat material at the lower end as at I83, an annular rib I84 in the nozzle housing being provided as an abutment for the valve seat collar I88.

A split collar I06 fixed in a groove in the rod 48 holds a flanged disc I08 against which the spring H0 may act to move the rod 48 rightward, the other end of the spring resting on the ribs 98, whereby the valve head 941s always .urged to the closed position shown. I

A rotatable sleeve H2 is slidable over the outflow end of the nozzle housing I0 to the shoulder H4 and, in operation, is kept in position by a spring snap ring I I6. The lower end of the sleeve I I 4 has oppositely extending ears I I8 which, upon rotation of the sleeve II2, lock in back of appropriately formed ledges in the fuel intake fitting in the aircraft when refueling is about to be effected.

A jacket I28 surrounds the nozzle housing I0. The outer end of the jacket I20 has, a flange I22, the inner diameter of the flange being provided with lugs I24 which extend radially inward into keyways I26 formed in the sleeve I I2, whereby rotation of the jacket I28 coincidentally rotates the sleeve II2 when the nozzle 8 is bein locked into the fuel intake fitting in the aircraft. Holes I28 are provided so that air or vapor may pass through these holes and into the jacket and out through the hub I38. The hub- I30 may be used as a lever for rotating the jacket I20.

The inner end of the jacket I20 has an inturned flange I32 internally grooved for the seal ring 34. Pockets are provided in the nozzle housing I8 for springs I36 and slugs I38 whereby the jacket I28 is given limited axial movement in addition to permissible rotative movement with respect to the nozzle body I8. With this arrangement, the flange I22 of the jacket I 28 is always maintained in resilient contact with a gasket carried by the fuel intake fitting on the aircraft.

The fuel intake fittin I40 is carried inside the aircraft and comprises a body I42 and mounting bracket I44, the mounting bracket I44 being se cured to the skin I43 of the aircraft preferably in the side of the fuselage, the skin I46 preferably being formed inward to provide an opening I43 into which the nozzle 3 may be inserted, the opening being provided with camming surfaces I around its edge under which the ears H8 of the nozzle 8 may be turned when securing the nozzle in servicing position. A hub M1 is provided for connecting the space I49 by suitable piping to the tops of the tanks which are-to be filled.

The body I42 and mounting bracket I44 are joined together by screws I43a or similar fastening means, a seal I48 being interposed to prevent leakage therebetween. Body I42 and mounting bracket I44 are both recessed for the valve seat disc I58. A seal I52 is provided to prevent leakage between body I42 and disc I50.

A valve i53 has a head I54 and a hollow stem I56 which is slidable in a hub I58 extending from a closure plate I80 which is held to body I42 by screws I62. A screw H54 threaded into the hub E58 extends into a slot !66 in the hollow stem I56. A relatively heavy spring I reacts against the closure plate I68 and valve head I54 to move the valve head onto its seat on the disc I50.

A relatively small valve I69 comprises a valve guide iii which is slidable in the hollow stem I55. Valve guide H8 is faced with a resilient washer 5'52 held on by screw il and is shouldered at I15 wherebyv the valve member I18 will not seat the waslher I12 onto the valve seat I78 to close the small valve I68- except'when the-larger valve I53 isopenedbyinsertion of the nose of the nozzle 8 in the opening provided for it in :the fuel intake ,device I ifi. -Aspring I86 is carried in the hollow interior of themernber I'M urging the valve I69 toward closed position, a threaded plug-I82 being provided to take'the reaction of the spring I89. ConduitsI-M and I86 are provided for valve seat opening I18 and a second opening I88 the purpose of which will later appear; j

. A check valve I89 comprises'a valve seat ring 182 havingtwo inwardly extending'legs I84 supporting a valve stem guide hub I95. Ring I92 is faced with a washer I98 of resilient material upon which the valve head 20B rests. A valve stem 202 'is slidable' in the hub I96, and a spring 29 3 urges the valveto the closed position. A large pipe fittingilflfiisheldto the body I42 by screws 288,

the ring I94 and washer I98 beingclam-ped between the body I42 and fitting 285.

The automatic shut-off valve shown in Fig. 3, one of which is provided for each tank ina fuel system,'is similar to the shut-01f valve shown. in my copending application Serial No. 645,694,1iled February 5, 19% now Patent Number 2,491,521, issued December 20; 1949, except for certainim provements which will hereinafter be explained.

The automatic shut-off float valve, Fig. 3, which may be broadly designated by the numeral 24a, comprises an upper housing part 2i I with a mounting flange 2I2 fastened on its top side by screws- 2k? and a plate 2 I Bsecured pressure tight to its underside bymeans of screws 2H8, adiaphragrn-Z-Zll being interposed between housing part 21 I and plate Z-Ifi.

A fuel inletconnection 222 is fitted into a hub 22% which is centrally disposed in the housing part 2-! I. A cupshaped casing 223 is fastened to a ring 2128 by screws .239, the upper end of the casing Hit-being made to slip over the plate 2I$ to which it maybe fastened in any suitable manner. 'A drainage-opening 232 is provided in the bottom-of the casing 225.

An annular space 23 4 surrounds the hub 22=I and a series of radially extending windows 2365 connect the annular space 234 to the'outside of the'housing. A main valve seat 238 is formed on the lower edge of the'hub 224.

The diaphragm 222i is held between washers Miland 2%! while a main valve seat washer 2M- iswheld between'washer 242 and a flange "245. Flange 246 is carried in an externally threaded hollow hub 248 and a nut ass on the lower end of this hub clamps parts 24%), 22B, 242, 244 and 246 together. The inlet passageway 252 is soparated fromv the annular space 234 whenever the main valve seat washer 24 i is on its seat 233.

- -Within, the hollow hub Mil-is a flanged cup 254, the upper end of the cup being flanged outwardly andthe lower end: inwardly, and surrounding this flangedcup-is a spring 255, the lower end of which rests on the plate 2I5 and the upper endof which bears on the underside of the upper flange of the cup. The spring 255' is-under sufficient stress to press the main valve seat washer 244 lightly against the-seat 238 when the valve is not operating. In operation, however, the main valve seat washer 244 seats only when the pressure in the inlet passageway 252 above the main valve, and the pressure in the chamber 258 below the main valve are equalized, In that case the pressure, acting over a much greater area in the chamber 258 than in the inlet passageway 252, is sufiicient to hold the -main valve seat washer 244 011 its seat; 238. The main valve assembly may be broadly designated by thenumeral 260.

Formed within the hollow hub 248 is: a check. valve seat 262 against which a checkvalve seat washer 254 is held by a spring 256. An inturned flange in the bottom of the cup 254 takes the reaction of the lower end of the spring 266. A small port 268 in the closed upper end of the hollow hub 258 connects the inlet passageway 252 above the'main seat washer 24 to the chamber 2-58 below it, when the check valve seat washer 2E4 is" off its seat 262. The check valve seat washer 264' has an external'diameter which is enough smaller than the inside diameter of the cup 254 that the difference" in area of the outside of the washer and the inside-oi the cup about equals the area or" the small port 253. The small check valve assembly maybe broadlydesignated by the numeral 2H3.

A float assembly 280 includesafloat member 222 of cork or similar material. A metal plate 2% extends across the top of the cork member 212 end isfastened theretoby bolts 216 and 218. The metal plate 214 is reinforced by aeribl 219. The rib 2'59 is hinged at 282 to the plate 216.

A relatively small bleed valve which may be broadly designated by the numeral 29Il may consist of a valve head 28 vertically movable in;- a valve-body 235', the valve-body being fixed in the plate 2l6 and so positioned that when the float 2'52 rises above the level-position :as, for instance, to the position shown intFig." 3, an adjusting screw 28% threadedly held in the plate 214- will lift the valve to a closedposition as'shown, whereupon fiuid under pressure entering the chamber 258 byway of the small check valve 270 will build upin the chamber 258 and close the main valve For reasons" which will hereinafter appear it is desirable when the float 280: has been raised to theposition which has-caused the main valve to close, that the fiofat be locked 'inthe closed position until subsequent reservicing of the tanks takes place. To attain this end the locking mechanism 389 is provided.

The locking'mechanism- 3B9: consists of a cupsha-pedbody292 with a lid 294 fastened to the body by any appropriate'means. A bellows 296 is flangedoutwardly at the'upper end and downwardly at the lower end, the outwardly extending flange298- being clamped pressure tight between the body 292 and lid 294 while the downwardly extending flange 3 02 is attached pressure tight, to-the head 3134 of a rod 306 which isslid'able vertically in ahub 358 of the 1idv2-94.

A spring SIB inside the-bellows 296 tends to stretclrthe bellows vertically while fluid pressure entering the space 3II around the bellows 2H5withinthe body. 292; through the inlet pas-v sageway 3-I2 tends toshorten: the bellows ver tically. An arm 314' extending laterally from. the upper end of the rodtflfi carries an adjusting screw M6 at itsuouter end. Thelowerend of the adjusting screw 3I6 bears on the plate 214 of the float assembly 280, whereby when the rod 3116 is in the down position shown the float ,iS locked in the up position and the main valve 260 isloclzed in the closed position as shown."

A small valve 32Il-has its stem operatively attaehedto the plate 22! of the float assembly 280 whereby when the float is in the up, or locked position. the valve 329 is open as shown, and-when thefloat is in the down position the valve 32B-is closed. A pipe SIB.- communicates with thespace 3H which space isin communication with the outside of the housing through a small leakage opening 322 when the small valve 320 is in the open position shown.

Supplementing the automatic shut-off float valve 2I0, Fig. 3, is a fuel control valve 330, Fig. 4, which comprises a housing in three parts 324, 326, and 328. A diaphragm 332 is clamped pressure tight between housing parts 324 and 326. A gasket 334 is clamped pressure tight between housing parts 328 and 328, the diaphragm and gasket thereby separating the housing into three pressure tight chambers 336, 338 and 342.

A valve 340 comprises a head 344 resting on a seat 348 formed in the middle housing part 328. A spring 348 has one end pressing against the bottom of a cup-shaped opening in the head 344 and the other end reacting against a nut 353 which is adjustable to vary the strength of the spring by a screw 352. A cap 354 closes the opening through which the spring is assembled. A relatively light spring 355 holds a plate 358 over holes 358 whereby fluid may be made to flow in a reverse direction through the valve 340 when required.

The central portion of the diaphragm 332 is clamped between washers 362 and to the bottom of valve head 344 by a bolt 334. Bolt 364 has a hollow head 386 within which a needle valve 310 has axial movement which is limited by the pin 368. valve 318 in an extended position whereby the needle valve 338 will reach its seat 314 before the larger valve 340 reaches its seat 348 when the spring 348 moves the valve parts leftward to their closed position.

A fluid inlet opening 316 is formed in the middle housing section 328 and a fluid outlet opening 3'18 is formed in the right housing part 328. The pipe 3! 8 which extends downwardly from the locking unit 300 (see Fig. enters the middle housing section 323, and a channel 380 conveys the fluid from pipe 3I8 to the needle valve 3'50.

Fig. 5 and Fig. 5a are together a diagrammatic representation of the improved fuel servicing system. Two tanks only are shown each with its associated equipment as seen in detail in Figs. 3 and 4 but obviously any number of tanks each with like equipment may be connected to and filled or emptied through the same manifold.

A fuel servicing nozzle 8, Fig. 1, connected to a fuel source by the. hose I8, is bayonet locked into a fuel intake fitting I40, Fig. 2. A pipe 382 extends from the large pipe fitting 206 on the upper end of the fuel intake I40 to the manifold 384. A pipe line 386 extends from the manifold 334 to the bottom of. the tank 388. A booster pump 390, a check valve 332, a motor shutofl valve 394, and a fuel cock 3% are interposed in the pipe line 386. A branch line 398 taken off the line 386, between the shut-off valve 394 and the fuel cock 356 extends to the engine pump 400 and engine 40I, a fuel cock 402 being interposed between the pump 400 and the line 386.

Connected to the manifold 384 is the inflow end 376 of the fuel control valve 330, the outflow end 318 bein connected by the pipe 222 to the inlet passageway 252 in the top of the automatic shut-off float valve 2 I 0 which discharges through the windows 235 into the tank 388.

The pressure inlet passageway 3I2 of the locking mechanism 300 is connected by the pipe I86 to the opening I88 in the fuel intake device I40. The pipe I84 connects the outlet I78 of the valve I68 to the tops of the tanks. A vapor return pipe 390 connects the tops of the tank to the A small coil spring 312 keeps the needle hub I41 in the vapor return line. A length of hose 393 connects the hub I30 of the jacket I to the top of the supply truck tank whereby the tops of the aircraft tanks and the top of the truck tank are connected for flow of vapor from aircraft tanks back to the truck tanks as the tanks are being filled with liquid fuel.

The operation of the improved fuel servicing system herein shown and described may preferably be substantially as follows:

The nozzle 8, Fig. l, which is permanently attached to a fuel truck by hose I6, is pushed into the openin I43 in the fuel intake'device I48, then the sleeve I28 is rotated about ninety degrees using the hub I30 as a, lever whereby it is locked in position by the ears I I8, Fig. 1, passing' under the camming surfaces I45, Fig. 2. At the same time and with the same movement that fastens the nozzle 8 in place, connection is made by way of the jacket 20 between the hub" I41 of the fuel intake fitting 540 and the hub I30 of the nozzle jacket. A length of hose 393 is employed to connect the hub I30 to the top of the supply truck tank, while the pipe 390 connects the hub M? of the fuel intake fitting I40 to the top of the tank 388, whereby the fuel vapor the top of the tank 388 will return to the space in the top of the truck tank as liquid'fuel is transferred from the truck tank to the aircraft tank. 388.

When the nozzle is thus secured in the fuel intake device M0 the handgrip 56 is grasped and the trigger 58 is drawn rightward until the pawl 58 catches in and is held by the teeth 55. The act of drawing the trigger to this position opens valves I3, 29, 33, and I53 and closes the valve I simultaneously except that the smaller valve 29 opens slightly ahead of the larger valve I9. The fuel, being under pressure, raises the valve I38 and flows through pipe 382 into the manifold 384, through inlet opening 316 into the middle chamber 338 of the fuel control unit 330, where flow into chamber 342 is momentarily a1"- rested because the valve 340 is held shut by the spring 348.

coincidentally with the flow of fluid into the control valve 330, it flows out of the opening I88 of the fuel intake I upwardly through the pipe I86 into the locking mechanism 300 by way of the opening 3I2, into the space 3!! where it builds up fluid pressure faster than it may escape by way of the leakage opening 322 thus compressing the bellows 295 and thereby raising the arm 3I4 and unlocking the float 288 whereby the float assumes its down position which opens the small valve 280 which in turn allows the main valve 280 to open for flow through the float valve.

The float 280, in thus moving to its down position, closes the small valve 320 thereby sealing the leakage opening 322 whereupon fluid pressure is transferred to the needle valve 310 by way of the pipe 3I8, the needle valve 310 being thereby raised from its seat which allows. the pressure to build up on the left side of the diaphragm 332 which opens the main fuel control valve 340 of the control unit 338 whereupon flow is permitted from the opening 318 through the pipe 222 into the top of the float valve and thus into the tank 388.

When the tank 388 becomes filled to the desired level, the float 280 will assume its upper position, as shown, which will close the small valve 290, which will build up pressure in the chamber 258 and close the main float valve 260 and open the leakage valve 320 which will allow w ar the spring m to extend the bellows 296 thus It will be readily understood, however, that inactual use a refueling system accordingto this invention 'may include as many as sixor eight tanks, in which case each tank must be provided with a float valve unit 210 with float locking mechanism and a fuel control unit 330.

When all of the tanks have been filled to the desired level, whereby all of the floats are locked in the up position, by which the main float valve and the main control valve are closed, pressure build up in the nozzle 8 is substantially instantaneous, and this increased pressure, acting through the small hole 84, operates the dia-* phragm 82 and trips the trigger 62 which coincidentally allows the valves l9, 29, 93, and I53 to close and the small valve I69 to open, whereby, when the nozzle is disconnected, that portion of the fuel within the fuel intake fitting Mil will be held therein by the closed valve !53 and this 'fuel will be connected to the top of the tank and thus to atmosphere by way of the now open valve I69 and pipe I84. Also that portion of the fuel which still remains in the nozzle will be held therein by the now closed valve 93 in the end of the nozzle.

, After the system is serviced as above disclosed the fuel may be fed to the several engines as follows:

By opening valves 482 and 394 and closing valve 396, connection will be established between a of the valves 402 open, and pumps 390 all opcrating, the flow from all tanks will belto the one selected engine.

With all valves 402 and 393 open and all but one of the valves 394 closed, the flow from a single tank will be distributed among all of the engines.

The fuel in a leaky tank may be transferred to a good tank by opening valves 334 and 396 on both tanks and operating the pump 39!) on the leaky tank. During this operation any selected one or more of the engines may be fed by opening the proper valves 402.

Having described'my invention, I claim:

1. In an apparatus for transferring liquid fuel from a supply tank containing fuel under pressure to the tank of an aircraft, the combination of a nozzle, a fuel intake fitting, a fuel control unit and a float-operated unit each having an inflow opening and a discharge opening, said nozzle having its inflow opening in communication with the supply tank, a bayonet lock for placing the discharge opening of the nozzle in communication with the inflow opening of the fuel intake fitting, said fuel intake fitting having its discharge opening in communication with th inflow opening of the fuel"'control"unit', and the fuel control unit having :itsdischarge opening in communication with the inflow opening'of the float-operated unit, valve means at-the discharge opening-of said nozzle, manual means for opening said nozzle valve means, a latch for holding said nozzle valvemeans open, a normally closed main valve in the inflow opening of said fuel-in take-fitting, adapted, when said bayonet-lock is engaged, to be opened by engagement of said nozzle valve means when said nozzle valve means i opened a normally closed main valve in said fuel control unit, means for normally biasing said normally closed main valve to the closed position, a pressure actuated means associated with said fuel control unit main valve, adapted, when acted upon by a predetermined pressure, to open said control unit main valve, a main valve at the intake opening of the float-operated unit, a float member carried by said float-operated unit operable from a normal to a raised position, mechanism associated with said float member and floatoperated unit main valve to eifect the closing of said float-operated unit main valve by movement of said float to the raised position, a locking member operable to engage said float member to hold it in its raised position, a second pressure actuated means associated with said locking member, adapted at a predetermined pressure to move said locking member out of engagement with said float member to allow said float member to move to its normal position, a conduit connecting said second pressure actuated means to said fuel intake fitting, a second conduit connecting the second pressure actuated means to the first said pressure actuated means, a bleed valve associated with said float member and operable thereby to bleed off fuel under pressure from said second pressure actuated means back into the tank when said float is in the raised position and operable to divert said fuel under pressure flowing from said second pressure activated means to flow through the said second conduit to operate the first said pressure actuated means to open said fuel control unit main valve, and a third pressure actuated means associated with said nozzle operable by pressure built up in said nozzle upon closing of said float-operated unit main valve to trip said latch to close said nozzle valve.

2. The apparatus defined in claim 1 with means containing a passageway associated with said bayonet lock effective upon operation of said bayonet lock in securing said nozzle in position to place the space above the fuel in the aircraft tank in communication with the space above the fuel in the supply tank.

DAVID SAMIRAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 269,886 Semple Jan. 2, 1883 925,538 Weaver June 22, 1909 1,022,327 Nelson Apr. 2, 1912 1,263,570 Chapelle Apr. 23, 1918 1,333,646 Watrous Mar. 16, 1920 1,370,532 Fulton Mar. 8, 1921 1,725,826 Payne Aug. 27, 1929 1,776,877 Yonkese Sept. 30, 1930 (Other references on following page) Number Number 10 Number Name Date Harman et a1. -1- Aug, 29, 1944 Krone Sept. 11, 1945 Bordelon Jan. 4, 1949 McGillis Mar. 15, 1949 Koehler July 26, 1949 Samiran Dec. 20, 1949 FOREIGN PATENTS Country Date Germany of 1930 

